Brake-valve device.



W. v. TURNER & W. M. GADY.

BRAKE VALVE DEVICE.

APPLICATION FILED JUNEG, 1911.

1,078,020, Patentd Nov. 11,1913.

v U": M! W WITNESSES INVENTORS UNITED WALTER v. runnnn Aim WILLIAM ivr.cannot, sneswcon, 'rsnnsrrvanm, as,

'sreno'nsro rnnwasrmcnousnam {BRAKE com any, or izrrrsscaen-rnna-.rATENT OFFICE,

SYLVANIA, A CORPORATION "OF PENNSiY'L-VANI'IA.

:sRAKI'J-VAIJVE DEVICE.

fratenreuirov.r1,

ilkpplicationzfiledlune 6, i914. semi No.1 631,651,

To "all whom it may concern:

Be it known that-we, WAMER V. -TIJR'NER and WILLIAM PM. GADY, citizensof the United States,: residents :oif E'dagewood, in the county of.Allegheny :and State -01? Pennsylvania, have invented a certainz newand useful Iniprovement in Brake-Valve: Devices, of which the followingis .a specification.

This invention zrelates to fluid pressure brakes, and moreparticularlyto the ty e in which the brakes are .appliedibyzreducing thetrainpipepressure and released by in creasing the train pipe pressure. A

EThestandard brake valve usually employed for controlling. automatic?brakes of. the above characteriszprovidedovvith an equalizing reservoi-rand :an equalizing discharge valve mechanism adapted upon :a reductionin equalizin reservoir pressure toetfect-a discharge or airvfromtheatrainipipe. :l Vhere a brake valve is provided at each endcfthe.vehicle, so that the brakes: maybe controlled from either end of the'car, if one brakevalve: is manipulated to reduce the train pipe pres-Esure, it willvbe evident tha-tzthe-"tnainrpip'e. pressure is also.reduced on: the piston at the; other equalizing -valvemechanism, an'd:as-a: consequence, fluid i from the equalizing; reser-I voir side ofthe piston is liable to leak past: the: piston to the trainpipe side.The equal-- izing reservoir pressureiis thuszre'duced and while thishasno efi'ect' invmaking an: application of'the brakes, When the train.-pipei pressure is increasedto release the'brakes, the trainpipepressure being higher than the pressure in: the equalizingreservoir, the: equalizing piston r is: actuated by this higher; train"pipe pressure to :open the train :pipe discharge valve and ventvair fromthe traini pipe, thus retarding the "increase in;tra1n pipe pressure,whichof course delays :the% release of the: brakes aswell as wastes air:by the undesired discharge of fluid from the: train pipe.

The principal object-of our invention is to provide improved means forpreventing the above action of a brake valve not in use when anotherbrake valveismanipulated to control the brakes.

neers brake valve embodying our improvernentgiFigi anplan-iview :oftherotary valve seat for the'rabove brake valve; =and. Fig. 4

a tame view of. the rotary valve,

Thehrakeval-ire may bet-of the usual stand mu construction comprisingacasing 1, :a rotary valve 2 contained in valve chamber 3 and adapted tobe operated .hy a handle c4, an equalizing piston 5, havihg'a chamber 6-o-n=ohe -side conne'cted and subject .to the pressure-of an-equalizing:reservoir and hav ing a. chamber? on the oppositesiderwhich is adaptedto be connected .to' the train pipe' 8.

The pistonw-51operates a discharge valve 9 for venting fluid from thetraini pipe to: the

1 atm'esphere vInsteadof connecting the chamber :7 di- 1 rectly to thetrain? pipe in the usual manner,

according to our invention, communication 1 from i the train pipelto:said chamber: :is had only throughz-ports and passages controlledEby'the rotary valve .2, and for this purpose,za

lpas'sagelO leads from the chamber '7 toith-e sseatlo'f: the'rotaryvalve and a :passage 11 also leads from thetnainpipe to-said-seat.

' Inlfil l! rotary valve 2 isgpr-ovided. a cavity-"12 :adaptedt'OzCOIiIIGClJ thepassage's 10 and :11

1 when the brake valve 1 is: in service applica 'tion andlappositi-onsandin all othepposi 1 tions of the brake -valve said portsare disiconnected.

In Fig. 1. a car brake equipment is shown i comprising a train pipe 8connected in r the Y usual 1 manner to a triple valve device 18, a

!brake valve being provided at opposite ends 1 of the equipment.

-It-\will now be'evident that fluid from the 1 train pipe only hasaccess; to the equalizing eist-on when .the brake valve is in serviceapplication or lappositioris or intermediate ltheitwopositionav so'thatifzthe brake valve iisin any other position, variationsi'n train gpipcpressuremade by'another brake valve WlllIIDti'Gfi GCt the piston-5 ofthe firstbrake valve.

:It is "customary, in brake valveslfor double aended ;-:servi'ce, toprovide a single Ehandle adapted 'tozbeirernoved onlyiin a certainposition of the bra'ke valve-Lgusuallylap po handle is removed,communication Will be piston and consequently variations in train-p1pepressure caused by manipulation of the other brake valve have noeflect on the equalizing piston of the brake valve not in .use. V V

The above position is preferably located at a lap position such as thatmarked H in Fig.

8 of thedrawing adjacent to the usual lap position. Communication fromthe train pipe to thechamber 7 should be maintained in the usual servicelap position, so as not to interfere with the proper action of theequalizing discharge valve mechanism when the brake valve .is turnedfrom service application position to lap position;

'Having now described our invention, what we claim as new and desire tosecure by Letters Patent, is I 1 1. In a fluid pressure brake, thecombination with a train pipe, of a brake valve provided with anequallzing discharge valve mechanism and having a position for closingcommunication from the train pipe to said equalizing discharge valvemechanism.

2. In a fluid pressure brake, the combination with a train pipe, of abrake valve and-an equalizing discharge valve mechanism operatedaccording to the opposing pressures of the train pipe and the equalizingreservoir for controlling the discharge of air from the train pipe, saidbrake valve having a position for cutting oif communication from thetrain pipe to the equalizing discharge valve mechanism.

3. In a fluid pressure brake, the combination with atrain pipe, of abrake valve and an equalizing discharge valve mechanism operatedaccording to the opposing pressuresof the train pipe and the equalizingreservior for controlling the discharge of air from the train pipe, saidbrake valve having means for establishin communication from the trainpipe to sai equalizing discharge valve mechanism and having a positionin which said communication is closed.

4. In a fluid pressure brake, the combination with a train pipe, of avalve for controlling the discharge of air from the train pipe, a pistonfor operating said valve, and a manually operated valve for establishingcommunication from the train pipe to said piston both in serviceapplication. and service lap positions and having a position for closingsaid communication.

1 In a fluid pressure brake, the combination with a train pipe, ofavalve for controlling the discharge of air from the train pipe, a pistonsubject to theopposing pressures of an equalizing reservoir and thetrain pipe for operating said valve, and a manually operated valvehaving a port for supplying fluid t0 the train pipe and adapted toestablish communication from the "tion with a train pipe, of a valve forcontrolling the discharge of air from the train pipe, a piston subjectto the opposing pressures of an equalizing reservoir and the train pipefor operating said valve, a handle, a valve operated by said handle forventing air from the equalizing reservoir and for controllingcommunication from the train pipe to said piston, said valve having aposition in which the handle is removable and in which saidcommunication is closed.

7. In a fluid pressure brake, the combination with a train pipe, of abrake valve having associated therewith an equalizing discharge valvemechanism governed by the opposing pressures of the train pipe and anequalizing reservoir and having a manually operated handle adapted to beremoved in one position, and means for cutting ofi? the train pipe fromsaid equalizing discharge valve mechanism in said position.

8. In a fluid pressure brake, the combination with a train pipe, of abrake valve and an equalizing discharge valve mechanism subject to theopposing pressures of the train pipe and the equalizing reservoir, saidbrake valve having a service application position in which air is ventedfrom the equalizing reservoir and communication is established from thetrain pipe to said equalizing discharge valve mechanism, and a handlefor operating said brake valve and removable in a position in which saidcommunication is cut ofl.

9. In a fluid pressure brake, the combination with a train pipe, of abrake valve provided with an equalizing discharge valve mechanism andhaving a position for'closing a passage, flow through which is necessaryto the effective operation'of the equalizing discharge valve mechanism,said passage being open to permit flow therethrough in serviceapplication and service lap positions of the brake valve.

In testimony whereof, we have hereunto set our hands.

WALTER V. TURNER. WILLIAM M. CADY.

\Vitnesses A. M. CLEMENTS, W. W. MARTIN.

-Copies of thispatent may be obtained for five cents each, by addressingthe Commissioner of Patents,

7 Washington, I). G.

